Internal-combustion engine



Oct. 3, 1944. s uc INTERNAL-COMBUSTION ENGINE Filed Oct. 3, 1942 8 Sheets-Sheet 1 gzm 3, 1944. J STUCKE 2,359,536

INTERNAL-COMBUSTION ENGINE Filed Oct. 3, 1942 8 Sheets-Sheet 2 4 Inventor {JO-6M! 5 TVCXE M meys Oct. 3, 1944. JQsTUCKE 2,359,536

INTERNAL-COMBUSTION ENGINE Filed Oct. 5, 1942 8 Sheets-Sheet 5 Oct. 3, 1944. J. STUCKE INTERNAL-COMBUSTION ENGINE Filed Oct. 3, 1942 8 Sheets-Sheet 4 Inventor J/m 570cm? ZMMZM Oct. 3, 1944. J s-ruc INTERNAL-COMBUSTION ENGINE Filed 001;. 3. 1942 8 Sheets-Sheet 5 Inventor K/dA A Oct. 3, 1944. J s E I 2,359,536

INTERNAL-COMBUSTION ENGINE Filed 001;. I5, 1942 8 Sheets-Sheet 6 Inventor Oct. 3, 1944. J. STUCKE 2,359,536

INTERNAL-COMBUSTION ENGINE FilQd Oct. 3, 1942 8 Sheets-Sheet 7 9 7a Inventor M By 0a. 3, 1944. J. sTucKE 2,359,536

INTERNAL-COMBUSTION ENGINE Filed 001:. 3, 1942 8 Sheets-Sheet 8 Patented Oct. 3, 1944 IN TERNAIrCOMBUSTION ENGINE John Stucke, Philadelphia, Pa. 1

Application October 3, 1942, Serial No. 460,663

4 Claims.

and of which the instant application is a continuation in part.

The principal object of my invention is to provide a practical, simplified engine of the type above designated designed for high speed operation and power output substantially the equivalent of the conventional internal combustion engine with twice the number of cylinders.

Another object is to provide an engine having the above advantages and which, in addition, is synchronized as regards uniform application of power impulses during an operating cycle with all cylinders, or pistons, regardless "of the number, providing a power impulse in a single revolution of the crank shaft.

Still another object is to provide in such an engine for quick, reverse operation, easy reverse control, improved valve operation and fuel feed means.

7 pairs of cylinders I, l, 2, 3 .are stagger Other and subordinate objects are also comprehended by my invention, all of which, together with the precise nature of my improvements, will be readily understood when the succeeding description and claims are read with reference to the drawings accompanying and forming part of this specification.

In said drawings:

Figure 1 is a view in side elevation of my improved engine in its preferred embodiment,

Figure 2 is a view in end elevation looking at the control front end of the engine,

Figure 3 isa view in transverse section taken on the line 3.3 of Figure 4,

Figure 4 is a view in longitudinal section taken on the line 4-4 of Figure 2, with parts eliminated,

Figure 5 is a fragmentary view in longitudinal section of one of the cylinders and intake valve chamber,

Figure 6 is a view in transverse section taken on the line 6-6 of Figure 4,

Figure 7 is a detail view in transverse section taken on the line 1-1 of Figure 2 and drawn to an enlarged scale,

Figure 8 is a view in transverse section taken on the line 8-4 of Figure 7,

Figure 9 is a view in transverse section taken on the line 9-8 of Figure 4,

Figure 10 is a similar view taken on the line Ill-40 of Figure 4,

Figure 11 is a view in side elevation of the valve actuating cams and partsassociated therewith, t

Figure 12 is a detail view in end elevation with parts in section illustrating in detail the forward and reverse control,

Figure 13 is a diagrammatic view of the ignition wiring to the spark plugs, and

Figures 14, 15, 16 and 17 are views in front elevation illustrating different positions of the valve actuating cams.

Referring to the drawings by numerals, in the illustrated embodiment thereof, the engine of my invention'comprises four cylindersnumbered I, 2, 3 and 4, and extending radially for a suitable distance into and from a cylindrical, rotary, horizontally disposed casing 5, said cylinders v-being grouped in degree angular relation around the casing 6 and arranged in diametrically'opposite pairs adjacent what constitutes the" rear, power transmitting end of said casing. The

longitudinally of the casing 6 for a purpos resently, seen. The cylinders L1, 3, l are suitablyffixed, in the casing 6 and provided with 6 for air cooling.

Each of said cylinders I, 2, I, as-shown in I Figure 5, is provided on one side thereof, opposite the said power transmitting end of the cas,-" ing 5, with a pair 01 radial, divergent castings I, 8, at the outer end'of the cylinder, each form ing a lateral valve chamber 9 divided by a parti-- tion Ill and opening on one side of the partition into one end of the cylinder. Each partition I0 is formed with a seat II for a poppet type valve. The valves ii in the cylinders 9 of the castings I are intake valves, .and those in the chambers of the castings 8 and designated 13 are exhaust valves. The valves l2, ii are provided with stems I4 slidably extended for a short distance into the casing l and equipped with the usual valve closing springs i5 interposed between a valve guide ii on the casing I and a collar-I1 on the stem.

The valve chambers 9 for the intake valves II are connected in pairs by a pair of suitable intake manifold pipes l8 having ends bolted, as at i9,

to the casing 5 in communication with a pair'of diametrically opposite intake ports 26 provided in said casing between the cylinders and what constitutes the front, control end of said casing 5.

An annular exhaust manifold 2i surrounds the casing 5 between the manifold pipes l8 and said frontend of said casing Sand-is provided with branches 22 connecting the valve chambers 8 of the exhaust valves I3 in pairs.

Intermediate the pairs of castings 1, 6 spark plugs 23 extend laterally into the outer ends of the cylinders 2, 3, 4.

The pistons 24 of the cylinders 2, 3, 4 are connected by connecting rods 26 in diametrically opposite pairs to a pair of cranks 26, 21 arranged side by side in 90 degree angular relation on a crank shaft 26 extending axially in the casing 6 in the rear part thereof.

, The crank shaft 26 is joumaled at one end in a stub shaft 26 extending axially from a web 36 forming a closure for the power transmitting end of the casing 6. The other end of said shaft 26 is Journaled in an axial, step bearing 3| formed in one side of a spider 32 flxed in the casing 6 in the approximate transverse center thereof by bolts 63 and including a hub 34 and radial side arm 36 arranged in opposite pairs in 60 degree angular relation and serving a purpose presently seen.

The casing 6 is rotatably supported by the following means: The stub shaft 26 is iournaled in a' bearing bracket 36. Extending axially from the hub 34 of the spider 32 out of the control endof the casing 6, and having its inner end telescopically fitted over a bearing flange 31 on said hub, is a hollow, tubular shaft 36 in which said hub is rotatably mounted by means of said flange 31. The outer end of the shaft 36 is suitably fixed to a diametrical cross arm 36 surmounting and fixed on a suitable frame represented at 46. Rotatably mounted on the shaft 36 and extending out of said control end of the casing 6 is a sleeve 4| having similarly mounted thereon a sleeve 42. The inner and outer sleeves 4|, 42 will presently be referred to in detail. An annular head 43 suitably secured, as at 44, to a circumferential end flange 46 on the casing 6 is Journaled on the sleeve 42.

At this point it may be explained that the shaft 36 forms part of a fuel inlet line which includes an axial chamber 46 in the hub 34 of the spider 33 with which said shaft communicates, a pair of diametrically opposite radial ports 41 in said hub leading out of said chamber 46, and a pair of radial inlet pipes 46 fixed at inner ends thereof in the hub 34 and establishing communication between said ports and the before-mentioned ports 26 from which the manifold pipes I6 extend. The outer ends of the pipes 46 are secured to the casing by the beforementioned bolts |6 The outer end of the shaft 36 may be connected to a suitable carburetor, not shown, by a fitting represented at 46.

Operation of the crank shaft 26 rotates the casing 6 oppositely at the same ratio of speed through a planetary gear drive now to be described. Fast on the-inner end of. the crank shaft 26 is a driven gear 60 in mesh with gears 6| fast on shafts 62 journaled in the pairs of side arms 36 of the spider 32 and extending parallel with the axis of the hub within the casing 6, said shafts having gears 63 fast thereon and meshing with a sun gear 64 fast on the inner end of the shaft 36.

The intake and exhaust valves l2, l3 are operated under rotation of the casing 6 by valve operating mechanism, the primary elements of which are a pair of cam disks 66, 66 carried concentrically by the sleeves 42, 4|, respectively, in side-by-side relation, in the casing .6, and of which said sleeves form an integral part. Each cam disk 66, 66 is provided with four peripheral cams spaced circumferentially around the same in laterally staggered relation for a purpose presently seen. As best shown in Figures ii, 15, cam disk 55 is provided with cams 61, 66 for operat ing the intake valves H of cylinders 3 and 4, and

with two'cams 66, 66 for operating the exhaust valves l3 of cylinders I and 2, whereas, cam disk 66 is provided with two cams 6|, 62 for operating the intake valves of cylinders numbered and 2, and with two cams 63, 64 for operating the exhaust valves of cylinders numbered 3, and 4. The cam disks 66, 66 are settable around the shaft 36 in opposite directions, relatively, as indicated by the arrows in Figures l-i, 15 to position the same, on the one hand, for operation of the engine forwardly, and, on the other hand, for operation of the engine reversely, it being understood that in forward operation of said engine, the crank shaft 26 rotates clockwise and the casing 6 counterclockwise as viewed from the control end and indicated by the arrows in Figure 6. Conversely, in reverse operation, the crank shaft 26 and casing 6 rotate counter-clockwise and clockwise, respectively. The position .of the cam disks 66, 66 for forward operation is shown in Figures 14, 15

and for reverse operation in Figures 16 and 17..

The outer ends of the sleeves 42, 4| of thecam disks 66, 66 are each provided with an exterior,

' radial switch operating arm, 66 in the case of the sleeve 42, and 66 in the case of the sleeve 4|, and which extend vertically; oppositely, in the forward drive setting of said cam disks, and horizontally side by side in the reverse drive setting of said disks.

The intake valve operating cams 6|, 62, 61, 66 are designed to operate intake 'valve operating rock shafts 61, 66, 66, 16 in the casing 6 spaced around the same and around the cam disks 66, 66, and Journaled in side arms 36 of the'spider 32 to extend parallel to the axis of the casing 6.

' Rocker arms 1| fast on the inner ends of. the

shafts 61, 66, 66, 16 and engaging the inner ends of the appropriate intake valve stems l4 provide for opening of said intake valves |2 in opposition to springs |6 under rocking of said shafts in one direction.

The exhaust valve operating cams 66, 66, 63, 64 are designed to operate exhaust valve operating rock shafts 12, 13, 14, 16 arranged similarly to shafts 61 to 16 and which are equipped with rocker arms 12, similar to arms 1|, for engaging the inner ends of the stems H of the exhaust valves l3 and opening the same. Roller carrying arms 16 fast on the outer ends of the rock shafts 61 to 16 and 12 to 16 provide for rocking of said shafts in the proper direction by the appropriate cams.

Means for setting the cam disks 66, 66 is provided in the form of a pair of pulleys 11,16 fast on the outer ends of the sleeves 4|, 42. A double pulley 16 is rotatably mounted on the cross arm 36. A belt 66 connects one side of the pulley 16 with the pulley 11 for rotation of the sleeve other side of the pulley 16 to the pulley 16 for rotation of the sleeve 42 and cam disk 66 counter-clockwise, as viewed in Figure 14, under rotation of the pulley16'clockwise. The pulley 16 is provided with an operating crank 62.

Coming now to the ignition means, fixed on the control end of the casing 6 in any suitable manner is a pair of inner and outer contact carrying rings 64, 66 concentric to the axisof the casing 6 and formed of suitable insulation material. Referring now particularly to Figures '2 and 13, each ring 64, 66 has embedded in the outer face thereof four disk contacts arranged in "like 90 degree angular relation, the contacts on the inner ring 94 being designated 91, 99, 99, 99, and those on the outer ring 95 being designated 9|, 92, 93, 94. The contacts 91, 99, 99,-" of the inner ring 94 are wired to the spark plugs 23 of cylinders numbered I, 2, 3 and 4, respectively, by leads '95, 99, 91, 99, respectively. The contacts 9|, 92, 93, 94 are also connected to said plugs 21 of cylinders numbered I, 2, 3 and 4, respectively, contacts 9|, 92 being interposed in the leads 95, 99, and contacts 93, 94 beingwired to lead 91 and lead 99, as at 99 and I99.

Referring now to Figures 2, 7, 8 and 12, suitably mounted on the cross bar 39 is a pair of suitable spring opened plunger type switches I 9| I92, normally open, and connected on one side to a suitable source of electrical energy such as battery I93 by a lead I94 branched, as at I95, I99, to said sides of said switches. The other sides of the switches I9I, I92 are connected by a pair of leads I91, I99 to a pair of spring pressed brushes I99, II9 suitably mounted, side by side, in the bar 39 to wipipgly engage the outer and inner rings 95, 94, the brush I99 in the path of rotation of the contacts on the outer ring 95, and the brush H9 in the path of rotation of the contacts on the inner ring 94. The brushes I99, II9 are suitably insulated from the bar 39, as at H2, and embody binding posts H3, H4 for the attachment of the leads I91, I99 thereto.

At this point it may be explained that the before-mentioned switch operating .arms 95, 99 are designed to close the switches I91, I99, respectively, the lever 95 in the normal setting of the cam disk 55 for forward operation of the engine engaging and maintaining the switch I9I closed, and the switch operating arm 95 in the I setting of the cam disk 59 for reversing operation of the engine similarly engaging and closing the switch I92.

'A suitable balance wheel H5 is provided on the crank shaft 29 within the casing 5.

The casing 5 may be equipped in any suitable manner for transmission of driving power therefrom.

Describing briefly the operation of the engine, with the parts in the position as shown for forward drive, with the crank shaft 29 rotating clockwise and the casing 5 and parts carried thereby rotating counter-clockwise, and with cylinder numbered I uppermost, as shown in, let it be assumed, zero position in the cycle of operation, the cam disks 55, 59 are set, in the manner already described, as shown in full lines in -Figure 12, in position such that switch I is closed by switch operating arm 95 and switch I92 is opened. Referring now to Figure 13, cylinder numbered I fires in top, or zero position, that numbered 3 will fire next at 180 degrees in the cycle, cylinder numbered 2 will fire next at .270 degrees in the cycle, and cylinder numbered 4 will fire at 270 degrees in the cycle. With the cam disks 55, 59 set for reverse engine operation, the switch operating lever 99, as shown in dotted lines in Figure 12, will close switch I92 and switch I9I will be opened. In reverse operation, with the casing 5 rotating clockwise, the order of firing is cylinder numbered I at .zero position inthe cycle, cylinder numbered 3 next at zero position, cylinder numbered 2 next at 270 degrees, and cylinder numbered 4 at 90 degrees. Thus, in

either direction of movement, all cylinders fire in a single cycle of rotation of the casing, and crank shaft. Although in rotation in one direction there is no firing at 90 degrees in the cycle,

and in the other direction, no firing at 180 degrees in the cycle, the power from all four cylinders is equally distributed. I

A particular feature of my invention is that the casing 5 and crank shaft 29 rotating in opposite directions impart balance to the engine. Also, it will be noted that either the casing 5 or crank shaft 29, or both, may be used as driving members.

The foregoing will, it is believed, sufllce t impart a clear understanding of my invention without further explanation.

Manifestly, the invention, as described, is susceptible of modification without departing from the inventive concept, and right is herein reserved to such modifications as fall within the scope of the subjoined claims.

What I claim is:

1. In an internal combustion engine, a cylindrical casing rotatably mounted for forward and reverse operation, radial cylinders fixed on said casing and arranged in 90 degree angular relation around the same, a crankshaftrotatably mounted in said casing for forward and reverse full cycle position in either direction of operation of the casing and crankshaft, said means causing two of said cylinders to fire in the same angular position of the casing in said cycle of operation in either directionof operation Of the casing.

2. In an internal combustion engine, a cylindrical casing rotatably mounted for forward and reverse operation radial cylinders'fixed on said casing and arranged in degree angular relation around the same, a crankshaft rotatably mounted in said casing for forward and reverse operation oppositely relative to the direction'of operation of said casing and having a pair of cranks thereon, pistons in said cylinders operatively connected to said cranks in pairs, and means to cause each cylinder to fire during a 360 degree cycle of operation of the casing from full cycle position in either direction of operation of the casing and crankshaft, said means causing two of the cylinders to fire in the same angular position in one direction of operation of said casing and two other cylinders to fire in the same and another angular position of the casing in the opposite direction of rotation of said casing.

3. Ignition means for an internal combustion engine of the type embodying a cylindrical casing rotatably mounted for operation in opposite directions, respectively, and cylinders on said casing adapted to fire in different order in rotation of the casing in opposite directions, said means comprising a pair of concentric contact carrying rings adapted to be rotated by said casing, a pair of fixed brushes for engagement with the contacts of said rings, respectively, an electric circuit in which said brushes are interposed, a pair of spring-loaded, normally open switches for closing the circuit to said brushes, respectively, a pair of settable arms for closing said switches, respectively, and manipulative means to set said arms to close said switches selectively.

4; Ignition means for an internal combustion engine of the type embodying a'cylindrical casing rotatably mounted for operation in opposite directions, respectively, and cylinders on said casing adapted to fire in diflerent order in rotation of the casing in opposite directions, said means comprising a pair of concentric contact carryin rings adapted to be rotated by said casing, a pair of fixed brushes for engagement with the contacts of said rings, respectively, an electric circuit in which said brushes are interposed, a peir of spring-loaded, normally open switches for closing the circuit to said brushes, respectively, a pair of settable arms for closing said switches, respectively, and manipulative belt and pulley means to set said arms to close said switches selectively.

JOHN BTUCKE. 

